Narrative:

It was a normal rated takeoff due to temperature (outside) and weight charted thrust used was 91.2%; takeoff weight was 51696 pounds. I was flying. The PNF set the thrust (all indications at this time were normal). The PNF calls 100 KTS. At this time I glanced at the engine stack and everything was green. At that time I resumed looking outside the aircraft downfield. Moments (seconds) later; the PNF points to the engine stack and says itt. I looked down and the #1 itt was at 902 degrees and the needle was flashing red. At this point I was extremely concerned because the 3 legs prior nothing was noted. At this point I felt an engine failure was imminent from a bird ingestion or FOD or a fuel control unit failure. I called for the abort. The aircraft speed was 120 KTS. V1 for this flight was 141 KTS. I executed the rejected takeoff. The PNF notified ATC. We informed ATC that we needed no assistance. Once we cleared the runway we called the flight attendant and briefly told her the reason for the abort. After that; briefed the passenger and told them we would be returning to the gate. We taxied back to the gate and maintenance was called. To further expand on my reason for the abort. My first thought was a possible bird ingestion and if we blew through more than one that maybe other birds may impact the other engine. I would rather have a successful high speed abort than a dual engine failure at or after. Note: during taxi both times that day many birds were noted in grass along the runways and txwys. Note: the aom states any itt above 900 degrees is not considered a normal takeoff. Supplemental information from acn 740860: once back at the gate and reviewing the maintenance logbook a little more in depth; this aircraft had been written up for similar abnormal itt's within a short timeframe.

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Original NASA ASRS Text

Title: CARJ REJECTS TKOF AT 120 KTS DUE TO MODERATELY HIGH INLET TURBINE TEMPERATURE.

Narrative: IT WAS A NORMAL RATED TKOF DUE TO TEMP (OUTSIDE) AND WT CHARTED THRUST USED WAS 91.2%; TKOF WT WAS 51696 LBS. I WAS FLYING. THE PNF SET THE THRUST (ALL INDICATIONS AT THIS TIME WERE NORMAL). THE PNF CALLS 100 KTS. AT THIS TIME I GLANCED AT THE ENG STACK AND EVERYTHING WAS GREEN. AT THAT TIME I RESUMED LOOKING OUTSIDE THE ACFT DOWNFIELD. MOMENTS (SECONDS) LATER; THE PNF POINTS TO THE ENG STACK AND SAYS ITT. I LOOKED DOWN AND THE #1 ITT WAS AT 902 DEGS AND THE NEEDLE WAS FLASHING RED. AT THIS POINT I WAS EXTREMELY CONCERNED BECAUSE THE 3 LEGS PRIOR NOTHING WAS NOTED. AT THIS POINT I FELT AN ENG FAILURE WAS IMMINENT FROM A BIRD INGESTION OR FOD OR A FUEL CTL UNIT FAILURE. I CALLED FOR THE ABORT. THE ACFT SPD WAS 120 KTS. V1 FOR THIS FLT WAS 141 KTS. I EXECUTED THE REJECTED TKOF. THE PNF NOTIFIED ATC. WE INFORMED ATC THAT WE NEEDED NO ASSISTANCE. ONCE WE CLRED THE RWY WE CALLED THE FLT ATTENDANT AND BRIEFLY TOLD HER THE REASON FOR THE ABORT. AFTER THAT; BRIEFED THE PAX AND TOLD THEM WE WOULD BE RETURNING TO THE GATE. WE TAXIED BACK TO THE GATE AND MAINT WAS CALLED. TO FURTHER EXPAND ON MY REASON FOR THE ABORT. MY FIRST THOUGHT WAS A POSSIBLE BIRD INGESTION AND IF WE BLEW THROUGH MORE THAN ONE THAT MAYBE OTHER BIRDS MAY IMPACT THE OTHER ENG. I WOULD RATHER HAVE A SUCCESSFUL HIGH SPD ABORT THAN A DUAL ENG FAILURE AT OR AFTER. NOTE: DURING TAXI BOTH TIMES THAT DAY MANY BIRDS WERE NOTED IN GRASS ALONG THE RWYS AND TXWYS. NOTE: THE AOM STATES ANY ITT ABOVE 900 DEGS IS NOT CONSIDERED A NORMAL TKOF. SUPPLEMENTAL INFO FROM ACN 740860: ONCE BACK AT THE GATE AND REVIEWING THE MAINT LOGBOOK A LITTLE MORE IN DEPTH; THIS ACFT HAD BEEN WRITTEN UP FOR SIMILAR ABNORMAL ITT'S WITHIN A SHORT TIMEFRAME.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.